DE102019213705B4 - Stabilization system for a vehicle - Google Patents

Abstract

Stabilization system (100) for a vehicle, the stabilization system (100) comprising the following components: - a first drive unit (101) and at least one second drive unit (103), - a first battery string (111) and at least one second battery string (115), - a first control device (107) and at least one second control device (109), the first drive unit (101) comprising a large number of individual motors (A1L, A2L, A3L, A4L, B1L, B2L, B3L, B4L) and the at least one second drive unit (103) comprises a plurality of individual engines (A1R, A2R, A3R, A4R, B1R, B2R, B3R, B4R), with a first group of individual engines (A1L, A2L, A3L, A4L and A1R, A2R, A3R, A4R) being the first The drive unit (101) and the at least one second drive unit (103) are connected to the first control unit (107) and are to be supplied with electrical energy by the first battery string (111), with a second group of individual motors (B1L, B2L, B3L, B4L and B1R, B2R, B3R, B4R) the first n drive unit (101) and the at least one second drive unit (103) is connected to the second control device (109) and is to be supplied with electrical energy by the second battery string (115), the first control device (107) and/or the at least one second control device (109) are configured, in the event that at least one component of the stabilization system (100) is faulty, to control the respective remaining, non-faulty components of the stabilization system (100) in such a way that a wheel speed difference between wheel speeds of the respective ones caused by the respective drive units (101, 103) to be driven wheels (201, 203) is minimized by means of the remaining components, with the respective individual motors (A1R,...,A4R, B1R,...,B4R, A1L,...A4L,B1L,... ., B4L) of a respective drive unit (101, 103) are assigned to a predetermined angular range of a drive path of the respective drive unit (101, 103) and respective individual motors (A1L, A2L, A3L, A4L; A1R, A2R, A3R, A4R) of the first group and respective individual engines (A1 L, A2L, A3L, A4L; A1R, A2R, A3R, A4R) of the second group (B1L, B2L, B3L, B4L; B1R, B2R, B3R, B4R) are arranged alternately in the corresponding drive unit (101, 103).

Description

The invention presented relates to a stabilization system for a vehicle as well as a vehicle and a method for stabilizing a vehicle.

During operation, vehicles develop a movement around their vertical axis, which is also referred to as "yaw". In a combination of towing vehicle and trailer, the towing vehicle and trailer can yaw independently and, as a result, differently.

A yaw movement is usually a movement with damping, with the damping of the yaw movement decreasing as the speed of the car-trailer combination increases.

A speed above which damping of a yaw movement becomes negative is referred to as the "critical driving speed". At a speed that is higher than the critical driving speed, a yaw movement can no longer be reduced by a car-trailer combination, so that the yaw movement increases gradually due to the negative damping and the car-trailer combination becomes unstable.

The critical driving speed of caravans is usually between 100 km/h and 120 km/h. For this reason, trailers in Germany are usually limited to a maximum speed of 80 km/h.

Various measures are known for reducing a yaw movement of a car-trailer combination. For example, friction elements can be inserted between the coupling head and the coupling shell, or a towing vehicle can be braked on one side by a stabilization system.

It is also known to brake a trailer in order to stabilize it.

Through the pamphlet DE 1971 56 01 B4 it is known to connect left and right wheels of a trailer with each other by means of a clutch such as a centrifugal clutch to equalize a wheel speed of the left and right wheels.

The pamphlet U.S. 6,959,237 B2 describes a fail-safe drive system with a large number of electric motors, each of which is supplied with electrical energy by its own driver and controlled by a specifically assigned control unit. In the event of a fault in an electric motor, respective control units can control the drivers of the remaining electric motors in such a way that the failure of the electric motor is compensated.

The pamphlet EP 098 90 49 B1 describes a method for stabilizing a trailer, in which an additional angle is added to a steering movement as a function of a yaw movement of a trailer.

The pamphlet DE 100 61 659 A1 describes an electric drive system, in particular for vehicles.

The pamphlet DE 101 57 976 A1 relates to a vehicle trailer control system having sensors on the vehicle trailer and a tractor for towing the vehicle trailer, the sensors being used to measure operating parameters of both the vehicle trailer and the tractor or semi-trailer.

The pamphlet DE 10 2012 207 534 A1 relates to a selection unit for selecting the configuration of an electric motor. Against this background, it is an object of the invention presented to provide a way of safely operating a stabilization system for a vehicle. In particular, it is an object of the presented invention to provide a fail-safe stabilization system for a vehicle-trailer combination which enables the vehicle-trailer combination to be operated at a speed greater than its critical speed.

The above object is achieved by a stabilization system, a vehicle and a method for stabilizing a vehicle according to the respective independent claims. Preferred developments of the invention are listed in the description, the drawings and the dependent claims. Features that are disclosed for the individual aspects of the invention can be combined with one another in such a way that reference is or can always be made to one another with regard to the disclosure of the aspects of the invention.

According to a first aspect, a stabilization system for a vehicle is presented to solve the above-mentioned problem. The stabilization system comprises as components a first drive unit and at least one second drive unit, a first battery string and at least one second battery string, a first control device and at least a second control device. The first drive unit comprises a multiplicity of individual motors and the at least one second drive unit comprises a multiplicity of individual motors. A first group of individual motors of the first drive unit and the at least one second drive unit is ver bound and supplied by the first battery string with electrical energy. A second group of individual motors of the first drive unit and the at least one second drive unit is connected to the second control device and is to be supplied with electrical energy by the second battery string. The first control device and/or the at least one second control device are configured, in the event that at least one component of the stabilization system is faulty, to control the respective remaining, non-faulty components of the stabilization system in such a way that a wheel speed difference between wheel speeds of the respective ones and the respective ones Drive units to be driven wheels is minimized by means of the remaining components.

In the context of the present invention, a faulty component is to be understood as a component that shows an error or is affected by an error and accordingly can no longer or no longer completely or reliably perform its specified function.

In the context of the present invention, an energy module is to be understood as a part of an energy store, such as a battery cell. A plurality of energy modules can be electrically coupled, for example, in a series circuit to form a battery string, in order to supply a drive unit or respective individual motors of a drive unit with electrical energy.

In the context of the present invention, an angular range is to be understood as a range of a drive path of a drive unit. The drive path of a drive unit, i.e. an area within which the drive unit moves, is divided into a large number of angular ranges, which can each be assigned to an individual motor of the drive unit, so that an individual motor is used to provide a drive torque in an angular range and all individual motors together provide a drive torque across the drive train of the drive unit. Accordingly, it can be provided that the respective individual motors of a respective drive unit are assigned to a predetermined angular range of a drive path of the respective drive unit.

A connection between respective individual motors or an individual motor and an energy store is to be understood in the context of the presented invention as an electrical connection, such as a cable or a bus, such as a communication bus.

In the context of the presented invention, a vehicle is to be understood as meaning a driven vehicle, such as a truck, a car, a bus or a driven trailer. A vehicle can also be a combination of a towing vehicle and a trailer or a non-powered vehicle, such as a trailer to be towed.

The stabilization system presented is used in particular for driving a car-trailer combination at high speeds. For this purpose, it is provided that a vehicle of the combination, in particular a trailer, is secured against rocking by means of the stabilization system presented.

To secure a vehicle against swaying, the stabilization system presented includes a large number of electric drive units, by means of which a drive torque, such as a positive torque or an acceleration force or a negative torque or a braking force, can be applied to the respective wheels of the vehicle. A wheel speed of the wheels of the vehicle can be matched by a wheel-specific drive torque, so that a wheel speed difference is minimized. To this end, a wheel rotating faster, i.e. a wheel rotating at a speed which is greater than a speed of a wheel arranged on a side opposite the wheel, can be braked by means of a negative drive torque. Additionally or alternatively, a slower rotating wheel, i.e. a wheel rotating at a speed less than a speed of a wheel located on an opposite side of the wheel, can be accelerated by means of a positive drive torque.

In order to apply a drive torque to a wheel, a drive unit can be connected to the wheel directly or indirectly, for example via a cardan shaft. In particular, a drive unit can be arranged as a hub motor in or on a wheel.

In order to ensure that the stabilization system presented is fail-safe, it is provided that the drive units of the stabilization system each comprise a large number of individual motors which interact in order to provide a drive torque. In the event of a fault in an individual motor in the drive unit, the respective individual motors in a drive unit act as failsafe devices, so that the failure of an individual motor is at least partially compensated for or is to be compensated for by the remaining individual motors.

Furthermore, the individual motors of the drive units are divided into at least two groups, ie a first group and at least a second group. The different groups of individual motors are powered by different batte ries are supplied with electrical energy. This means that in the event of a fault in a battery string, at least the individual motors that are supplied with electrical energy from a corresponding remaining battery string are available to provide drive torque.

The stabilization system presented can comprise a large number of electrical connections for transmitting electrical energy for operating the individual motors and/or for transmitting control signals for controlling the individual motors. The electrical connections can be designed, for example, as a data bus system that connects, in particular, individual motors of a respective group of individual motors to one another and to a battery string assigned to the respective group. By using a first connection for supplying electrical energy to individual motors of a first group of individual motors and at least one second connection for supplying at least a second group of individual motors with electrical energy, the various connections act as failsafe devices for providing drive torque through a corresponding drive unit, since in the event of a fault in a respective connection, the corresponding remaining connection can be used to supply at least one group of individual motors with electrical energy.

In particular, it can be provided that the respective individual motors of a group of individual motors are connected in parallel to one another or are connected in a parallel switching arrangement and are monitored, i.e. controlled or regulated, by a control device assigned to the group of individual motors.

Due to the modular allocation of the electrical energy supply and the distribution of the drive torque to a large number of individual motors, a large number of battery strings and a large number of control devices, fail-safety is generated according to the invention both on the drive side and on the power supply side, which makes the stabilization system presented particularly fail-safe.

In particular, the presented stabilization system satisfies the requirements according to ASIL-B, so that the presented stabilization system is suitable for driving a car-trailer combination at a speed that is higher than a critical speed of the car-trailer combination. Since failure safety measures are provided in the event of a component of the stabilization system failing, the stabilization system cannot fail instantaneously, which means that an accident, such as a trailer overturning, is avoided and it is possible to continue driving at a speed below the critical speed.

Provision can be made for the first control device and/or the second control device to be configured, in the event of a faulty individual motor, to stop supplying the faulty individual motor with electrical energy or to suspend a drive power requested by the faulty individual motor and to switch on the remaining faultless individual motors to control the respective drive unit in such a way that they each provide a higher drive torque compared to operation with all the individual motors working correctly, in order to compensate for the faulty individual motor.

In order to be able to provide drive torque to stabilize a vehicle in the event of a fault in an individual motor, the first control device and/or the second control device can control the remaining individual motors in such a way that they at least partially compensate for the faulty individual motor. For this purpose, the first control device and/or the second control device can distribute a required drive torque evenly to the remaining individual motors, so that they are each operated with a small additional load. Furthermore, the first control device and/or the second control device can interrupt a supply of the faulty individual motor or “set to 0” a drive torque requested by the faulty individual motor.

It can be provided that the first control device and the at least one second control device act mutually as redundancies in order to carry out the functions of the faulty control device in the event of a fault in a respective control device.

Furthermore, it can be provided that the first control device or the second control device is configured as a master control device and coordinates, i.e. controls or regulates, an adjustment of the torque to be provided by the individual motors of the first drive unit and the at least one second drive unit.

Alternatively, a master control device that is additional to the first control device and the second control device can be provided, which coordinates an adjustment of the torque to be provided by the individual motors of the first drive unit and the second drive unit and controls or regulates the first control device or the second control device accordingly. Provision can be made for the stabilization system to include two drive units, each with eight individual motors, and each individual motor with an angular range of 45° are assigned to a drive path of 360° of a respective drive unit.

When using a drive unit with eight individual motors, four individual motors can be assigned to a group of individual motors, so that the grouping already provides a high level of reliability and if one individual motor fails, the maximum power that can be provided is reduced by only 12.5% and in the event of a failure a group of individual motors, for example due to a faulty energy supply to the group of individual motors, a reduction in the maximum power that can be provided by only 50% takes place.

Provision can furthermore be made for the respective drive units of the plurality of drive units to be selected from the following list of drive types: wheel hub motor, motor close to the wheel and motor fixed to the body with cardan shaft.

The presented stabilization system can be quickly and easily retrofitted to a vehicle by means of a drive unit, which is designed as a wheel hub motor. A drive unit designed as a motor close to the wheel allows the stabilization system presented to be operated independently of a particular wheel or tire type, so that a possibly faulty wheel can be replaced quickly and easily without impairing the functionality of the stabilization system.

A drive unit, which is designed as a body-mounted motor with a cardan shaft, makes it possible to provide a particularly mobile vehicle that can twist itself.

Provision can furthermore be made for the stabilization system to be configured to drive a vehicle and thereby to stabilize the vehicle by minimizing the difference in the wheel speeds of the respective wheels to be driven by the respective drive units, or to stabilize a vehicle to be towed by a towing vehicle by minimizing the difference of the wheel speeds of the respective wheels to be driven by the respective drive units.

The drive units of the stabilization system presented can be provided for moving a vehicle or for generating propulsion for a vehicle, with the individual motors of the drive units having to be dimensioned to be correspondingly strong. Alternatively, the drive units can only be used to provide a drive torque to stabilize a vehicle, with the vehicle being moved by an independent motor or an independent towing vehicle, so that the individual motors of the drive units can be dimensioned to be correspondingly compact.

Provision can furthermore be made for the stabilization system to be configured to minimize the difference in the wheel speeds of the respective wheels to be driven by the respective drive units exclusively by wheel-selectively providing negative drive torque.

In order to enable a particularly energy-saving and correspondingly compact configuration of the stabilization system presented, it is only possible to bring about a reduction in a respective wheel speed, which can be achieved, for example, using a recuperation brake. In this way, a trailer that is equipped with an appropriate stabilization system can charge an energy store in a towing vehicle and contribute to its fuel-efficient and pollution-efficient operation.

It can also be provided that the first group of individual motors comprises 2n individual electric motors with n ≥ 1, and the second group of individual motors comprises 2n individual electric motors with n ≥ 1, and the first electric drive unit comprises at least two individual motors, preferably 2n individual motors, and the at least one second electric drive unit comprises at least two individual motors, preferably 2n individual motors.

Provision can furthermore be made for the first control device and the at least one second control device to be designed as physically separate units or as control modules of a higher-level central control device.

In a second aspect, the presented invention relates to a vehicle with a possible embodiment of the presented stabilization system, wherein the vehicle is a motor vehicle or a trailer, and wherein the vehicle comprises at least one axle with a left wheel and a right wheel, and wherein a drive unit of the Stabilization system is assigned to the left wheel and another drive unit of the stabilization system to the right wheel.

The stabilization system presented serves in particular to stabilize the vehicle presented. The vehicle according to the invention thus brings with it the same advantages as have been described in detail with reference to the stabilization system according to the invention.

The presented vehicle can be operated at a speed greater than Is greater than a critical speed of the vehicle because the vehicle's power units minimize a wheel speed difference between the left and right wheels of the vehicle, thereby also minimizing yaw motion of the vehicle or preventing "bobbing".

• - Ermitteln einer Raddrehzahldifferenz zwischen dem linken Rad und dem rechten Rad des Fahrzeugs, durch mindestens ein Kontrollgerät, insbesondere durch ein erstes Kontrollgerät und ein zweites Kontrollgerät,
• - Bereitstellen eines radindividuellen Antriebsmoments durch die dem linken Rad zugeordnete Antriebseinheit und/oder durch die dem rechten Rad zugeordnete Antriebseinheit derart, dass die Raddrehzahldifferenz minimiert wird,
• - Ansteuern jeweilig verbliebener Elektromotoren einer jeweiligen Antriebseinheit derart, dass ein zum Minimieren der Raddrehzahldifferenz benötigtes Antriebsmoment bereitgestellt wird, für den Fall, dass ein Elektromotor der jeweiligen Antriebseinheit fehlerhaft ist, durch das Kontrollgerät.

In a third aspect, the presented invention relates to a method for stabilizing a possible embodiment of the presented vehicle. The procedure has the following steps:

• - Determination of a wheel speed difference between the left wheel and the right wheel of the vehicle, by at least one control device, in particular by a first control device and a second control device,
• - Provision of a wheel-specific drive torque by the drive unit assigned to the left wheel and/or by the drive unit assigned to the right wheel in such a way that the wheel speed difference is minimized,
• - Activation of the remaining electric motors of a respective drive unit in such a way that a drive torque required to minimize the wheel speed difference is provided in the event that an electric motor of the respective drive unit is defective by the control device.

The method presented serves in particular to stabilize the vehicle presented. The method according to the invention thus brings with it the same advantages as have been described in detail with reference to the stabilization system according to the invention and the vehicle according to the invention.

Provision can be made for the respective remaining electric motors to be controlled in such a way that they provide a positive drive torque on a slower-rotating wheel of the vehicle or a negative drive torque on a faster-rotating wheel of the vehicle.

• 1 eine mögliche Ausgestaltung des erfindungsgemäßen Stabilisierungssystems,
• 2 eine mögliche Ausgestaltung des erfindungsgemäßen Fahrzeugs,
• 3 eine mögliche Ausgestaltung des erfindungsgemäßen Verfahrens.

Further advantages, features and details of the invention result from the following description, in which exemplary embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can each be essential to the invention individually or in any combination. Show it:

• 1 a possible embodiment of the stabilization system according to the invention,
• 2 a possible embodiment of the vehicle according to the invention,
• 3 a possible embodiment of the method according to the invention.

In 1 a possible embodiment of the presented stabilization system 100 is shown. Stabilization system 100 includes a first drive unit 101, a second drive unit 103, an energy store 105, a control unit 107, and a multiplicity of connections (not shown here) between energy store 103, control unit 105 and first drive unit 101 or second drive unit 103.

The first drive unit 101 includes individual motors A1L, A2L, A3L, A4L and B1L, B2L, B3L, B4L. According to the invention, the individual motors A1L, A2L, A3L, A4L and B1L, B2L, B3L, B4L are divided into two groups, a first group comprising the individual motors A1L, A2L, A3L and A4L and a second group comprising the individual motors B1L, B2L, B3L and B4L includes. Correspondingly, the individual motors A1L, A2L, A3L, A4L and B1L, B2L, B3L, B4L act mutually as failsafes.

According to the invention, the individual motors A1L, A2L, A3L, A4L and B1L, B2L, B3L, B4L are arranged alternately, i.e. in the order A1L, B1L, A2L, B2L A3L, B3L, A4L, B4L, which minimizes the probability of failure of several individual motors arranged one behind the other will.

For example, the individual motors A1L, A2L, A3L, A4L and B1L, B2L, B3L, B4L can provide an individual motor torque of 100 Nm and cover a mechanical angular range of 360°/8 = 45°.

The second drive unit 103 is configured analogously to the first drive unit 101 and includes the individual motors A1R, A2R, A3R, A4R and B1R, B2R, B3R, B4R. Accordingly, the first drive unit 101 and the second drive unit 103 can each provide a total torque of 800 Nm if all individual motors are working correctly.

According to the invention, the total torque of the first drive unit 101 is used to brake or accelerate at least one wheel of a vehicle in order to minimize a wheel speed difference to a wheel arranged opposite the wheel.

According to the invention, the total torque of the second drive unit 103 is used to brake or accelerate at least one wheel of a vehicle in order to minimize a wheel speed difference to a wheel arranged opposite the wheel. The single engine Ren A1L, A2L, A3L, A4L and A1R, A2R, A3R, A4R of the drive units 101 and 103 are controlled by a first control device 107 as the first group. The individual motors B1L, B2L, B3L, B4L and B1R, B2R, B3R, B4R of the drive units 101 and 103 are controlled, as a second group, by a second control device 109, so that the first drive unit 101 and the second drive unit 103 match the respective drive torques, positive or negative. For this purpose, the first control device 107 and/or the second control device 109 can determine a current wheel speed of the wheels influenced by the first drive unit 101 and the second drive unit 103, e.g. using a derivation of an angle signal for commutation, which is proportional to the wheel speed. .

For example, the first control device 107 can generate a first control signal that configures the first drive unit 101 to brake a first wheel, the wheel speed of which is greater than a wheel speed of an opposite second wheel, by having the first wheel driven by the first drive unit 101 with a negative Driving torque, ie a driving torque directed counter to a rolling direction of the first wheel, is applied. Alternatively or additionally, the second control device 109 can generate a second control signal that configures the second drive unit 103 to accelerate the second wheel, the wheel speed of which is lower than the wheel speed of the opposite first wheel, by having the second wheel driven by the second drive unit 103 a positive drive torque, ie a drive torque directed in the rolling direction of the second wheel, is applied.

The energy store 105, which is configured here as a high-voltage battery, for example, comprises a large number of battery cells A1', A2', A3' to An' connected in series to form a first battery string 111, with a battery control unit 113 A' and, separately from this, a large number of cells form a second Battery string 115 series-connected battery cells B1 ', B2', B3 'to Bn' with a battery control unit 117.

The first control device 107 is connected to the individual motors of the first group and the first battery control unit 113 via a first data bus 119 . Separately from this, the second control device 09 is connected to the individual motors of the second group and the second battery control unit 117 via a second data bus 121.

The individual motors A1L, A2L, A3L, A4L and A1R, A2R, A3R, A4R of the first group are connected to the first battery string 111 and the individual motors B1L, B2L, B3L, B4L and B1R, B2R, B3R, B4R of the second group are connected to the second Battery string 115 connected to the supply of electrical energy.

This results in a first subsystem consisting of the first battery string 111 with battery cells A1', A2', A3' to An', the associated battery control unit 113, the individual motors A1L, A2L, A3L, A4L and A1R, A2R, A3R, A4R the first group and the associated first control device 107 and the associated first connecting lines 123 and the first data bus 119.

There is also a second subsystem consisting of the second battery string 115 with battery cells B1', B2', B3' to Bn', the associated battery control unit 117, the individual motors B1L, B2L, B3L, B4L and B1R, B2R, B3R, B4R the second group and the associated second control device 109 and the associated second connecting lines 125 and the second data bus 121.

The first subsystem and the second subsystem achieve a fail-safe design, so that even with any faulty component in the first subsystem, both drive units 101 and 103 are still operational, at least through the second subsystem, albeit possibly with an increased load.

In the event of a failure or an error in a component, the first control device 107 and/or the second control device 109 or an optional central control device can stabilize a vehicle by means of the respective remaining components. For this purpose, it can be provided, for example, that a maximum speed of the vehicle is limited to a speed that can be reliably stabilized using the remaining components.

In 2 a possible embodiment of the presented vehicle 200 is shown in the form of a trailer. The vehicle 200 includes a first wheel 201 and a second wheel 203 and the stabilization system 100 as described with reference to FIG 1 is described.

The stabilization system 100 controls the first wheel 201 and the second wheel 203 such that a wheel speed difference between the first wheel 201 and the second wheel 203 becomes minimal.

In 3 a sequence of a possible embodiment of the presented method 300 is shown.

In a determination step 301, a wheel speed difference between a left wheel and a right wheel of a vehicle is determined.

In a provision step 303, a wheel-specific drive torque is provided by a drive unit assigned to the left wheel and/or by a drive unit assigned to the right wheel in such a way that the wheel speed difference is minimized.

In an activation step 305, the remaining components of the stabilization system are activated in such a way that a drive torque required to minimize the wheel speed difference is provided in the event that a component of the stabilization system, such as an individual motor of a drive unit and/or an energy module of the energy store and/or or one of the plurality of connections is faulty.

Reference List

100

stabilization system

101

first drive unit

103

second drive unit

105

energy storage

107

first controller

109

second control device

111

first battery string

113

first battery control unit

115

second battery string

117

second battery control unit

119

first data bus

121

second data bus

123

first connection lines

125

second connection lines

A1L,...B4L

single motors

A1R,...B4R

single motors

A1', A2', A3', An', B1', B2', B3', Bn'

battery cells

200

vehicle

201

first wheel

203

second wheel

300

procedure

301

discovery step

303

deployment step

305

control step

Claims (12)

Stabilization system (100) for a vehicle, the stabilization system (100) comprising the following components: - a first drive unit (101) and at least one second drive unit (103), - a first battery string (111) and at least one second battery string (115), - a first control device (107) and at least one second control device (109), wherein the first drive unit (101) comprises a multiplicity of individual motors (A1L, A2L, A3L, A4L, B1L, B2L, B3L, B4L) and the at least one second drive unit (103) comprises a multiplicity of individual motors (A1 R, A2R, A3R, A4R, B1R, B2R, B3R, B4R) includes, wherein a first group of individual motors (A1L, A2L, A3L, A4L and A1R, A2R, A3R, A4R) of the first drive unit (101) and the at least one second drive unit (103) are connected to the first control device (107) and connected by the first battery string (111) is to be supplied with electrical energy, wherein a second group of individual motors (B1L, B2L, B3L, B4L and B1R, B2R, B3R, B4R) of the first drive unit (101) and the at least one second drive unit (103) are connected to the second control device (109) and connected by the second battery string (115) is to be supplied with electrical energy, wherein the first control device (107) and/or the at least one second control device (109) are configured to, in the event that at least one component of the stabilization system (100) is faulty, respective remaining, non-faulty components of the stabilization system (100) such to check that a wheel speed difference of wheel speeds of respective wheels (201, 203) to be driven by the respective drive units (101, 103) is minimized by means of the remaining components, whereby the respective individual motors (A1R,...,A4R, B1R,...,B4R, A1L,...A4L,B1L,..., B4L) of a respective drive unit (101, 103) a predetermined angular range of a drive path of the respective Drive unit (101, 103) are assigned and respective individual motors (A1L, A2L, A3L, A4L; A1R, A2R, A3R, A4R) of the first group and respective individual motors (A1L, A2L, A3L, A4L; A1R, A2R, A3R, A4R) of the second group (B1L, B2L, B3L, B4L; B1R, B2R, B3R, B4R) are arranged alternately in the corresponding drive unit (101, 103). stabilization system (100) after claim 1 , characterized in that the first control device (107) and/or the at least one second control device (109) are configured to, in the event that at least one component of the components of the stabilization system (100) is faulty, the at least one faulty component deactivate and to operate the stabilization system (100) with respective error-free components. Stabilization system (100) according to one of the preceding claims, characterized in that the first control device (107) and the at least one second control device (109) are configured to, in the event of a faulty individual engine (A1R,...,A4R, B1R, ...,B4R, A1L,...A4L,B1L,..., B4L), a supply of the faulty single motor (A1R,...,A4R, B1R,... ,B4R, A1L,...A4L ,B1L,..., B4L) with electrical energy or to stop one of the faulty individual motors (A1R,...,A4R, B1R,...,B4R, A1L,...A4L,B1L,..., B4L) suspend requested drive power and remaining error-free individual motors (A1R, ..., A4R, B1R, ..., B4R, A1L, ... A4L, B1L, ..., B4L) of the respective drive unit (101, 103) in such a way to check that they each provide a higher drive torque compared to operation with all fault-free individual motors (A1R,...,A4R, B1R,...,B4R, A1L,...A4L,B1L,..., B4L). , to select the faulty single motor (A1R,... ,A4R, B1R,... ,B4R, A1L,...A4L,B1 L,..., B4L) to compensate. Stabilization system (100) according to one of the preceding claims, characterized in that the stabilization system (100) has two drive units (101, 103) each with eight individual motors (A1L, A2L, A3L, A4L, B1L, B2L, B3L, B4L; A1R, A2R , A3R, A4R, B1R, B2R, B3R, B4R) and respective individual engines (A1L, A2L, A3L, A4L, B1L, B2L, B3L, B4L; A1R, A2R, A3R, A4R, B1R, B2R, B3R, B4R ) are assigned to an angular range of 45° of a drive path of 360° of a respective drive unit (101, 103). Stabilization system (100) according to one of the preceding claims, characterized in that the respective drive units (101, 103) of the plurality of drive units (101, 103) are selected from the following list of drive types: wheel hub motor, motor near the wheel and motor fixed to the body with cardan shaft. Stabilization system (100) according to one of the preceding claims, characterized in that the stabilization system (100) is configured to drive a vehicle and, by minimizing the difference in the wheel speeds of the respective wheels (201 , 203) to stabilize the vehicle or to stabilize a vehicle to be towed by a towing vehicle by minimizing the difference in wheel speeds of the respective wheels (201, 203) to be driven by the respective drive units. Stabilization system (100) according to one of the preceding claims, characterized in that the stabilization system (100) is configured to minimize the difference in the wheel speeds of the respective wheels (201, 203) to be driven by the respective drive units exclusively by wheel-selectively providing negative drive torque. Stabilization system (100) according to one of the preceding claims, characterized in that the first group of individual motors comprises 2n individual electric motors (A1L...AnL and A1R...AnR) with n ≥ 1, and the second group of individual motors comprises 2n individual electric motors (B1L ... BnL and B1R ... BnR) with n ≥ 1, and the first electric drive unit (101) comprises at least two individual motors (A1L and B1L), preferably 2n individual motors (A1 L ... AnL and B1L ... BnL ) and the at least one second electric drive unit (103) comprises at least two individual motors (A1R and B1R), preferably 2n individual motors (A1R...AnR and B1R...BnR). Stabilization system (100) according to one of the preceding claims, characterized in that the first control device (107) and the at least one second control device (109) are designed as physically separate units or as control modules of a higher-level central control device. Vehicle (200) with a stabilization system (100) according to any one of the preceding claims, wherein the vehicle (200) is a motor vehicle or a trailer, and wherein the vehicle (200) has at least one axle with a left wheel (201) and a right wheel (203), and wherein a first drive unit (101) of the stabilization system (103) is associated with the left wheel (201) and a second drive unit (103) of the stabilization system is associated with the right wheel (203). Method (300) for stabilizing a vehicle (200). claim 10 , wherein the method (300) has the following steps: - determining (301) a wheel speed difference between the left wheel (201) and the right wheel (203), by at least one control device (107, 109), - providing (303) a wheel-specific drive torque by the drive unit (101, 103) assigned to the left wheel (201) and/or by the drive unit assigned to the right wheel (203). (101, 103) in such a way that the wheel speed difference is minimized - in the event that a component of the stabilization system (100) is faulty, controlling (305) the respective remaining, non-faulty components of the stabilization system (100) in such a way that a to minimize the drive torque required for the wheel speed difference is provided by the at least one control device (107, 109), the method using a stabilization system according to one of Claims 1 until 9 is carried out. Method (300) according to claim 11 , characterized in that the respective remaining components are controlled in such a way that they provide a positive drive torque on a slower rotating wheel of the vehicle (200) or a negative drive torque on a faster rotating wheel of the vehicle (200).

Images